U.S. patent number 9,944,163 [Application Number 14/249,258] was granted by the patent office on 2018-04-17 for multi-mode power trains.
This patent grant is currently assigned to Deere & Company. The grantee listed for this patent is Deere & Company. Invention is credited to Kyle K. McKinzie.
United States Patent |
9,944,163 |
McKinzie |
April 17, 2018 |
Multi-mode power trains
Abstract
A power train and related vehicle are described for multi-mode
power transmission. A first continuously variable power source
("CVP") may convert rotational power received by the engine for
transmission to a second CVP. A variator assembly may receive
rotational power from the second CVP at a first input and directly
from the engine at a second input. A control assembly may include
one or more output components and a plurality of clutch devices
arranged between the one or more output components and the variator
assembly and engine. In a first state of the control assembly, the
plurality of clutch devices may collectively provide direct power
transmission between the engine and the one or more output
components. In a second state of the control assembly, the
plurality of clutches may collectively provide power transmission
between the variator and the one or more output components.
Inventors: |
McKinzie; Kyle K. (Altamont,
KS) |
Applicant: |
Name |
City |
State |
Country |
Type |
Deere & Company |
Moline |
IL |
US |
|
|
Assignee: |
Deere & Company (Moline,
IL)
|
Family
ID: |
54193431 |
Appl.
No.: |
14/249,258 |
Filed: |
April 9, 2014 |
Prior Publication Data
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|
|
Document
Identifier |
Publication Date |
|
US 20150292608 A1 |
Oct 15, 2015 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60K
6/547 (20130101); B60K 6/00 (20130101); F16H
3/728 (20130101); B60K 6/445 (20130101); Y02T
10/62 (20130101); Y02T 10/6208 (20130101); Y02T
10/6282 (20130101); Y02T 10/6239 (20130101); B60K
6/12 (20130101); F16H 2037/0886 (20130101) |
Current International
Class: |
B60K
6/00 (20060101); B60K 6/547 (20071001); F16H
3/72 (20060101); B60K 6/445 (20071001); B60K
6/12 (20060101); F16H 37/08 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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102006041160 |
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Sep 2008 |
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DE |
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1707416 |
|
Aug 2007 |
|
EP |
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Other References
German Search Report issued in counterpart application No. 10 2015
206 174.4, dated Jul. 16, 2015 (7 pages). cited by applicant .
Jian Dong, Zuomin Dong, Curran Crawford, Review of Continuously
Variable Transmission Powertrain System for Hybrid Electric
Vehicles, Proceedings of the ASME 2011 International Mechanical
Engineering Congress & Exposition, IMECE2011-63321, Nov. 11-17,
2011. cited by applicant .
John M. Miller, Hybrid Electric Vehicle Propulsion System
Architectures of the e-CVT Type, IEEE Transactions on Power
Electronics, vol. 21, No. 3, May 2006. cited by applicant.
|
Primary Examiner: Bishop; Erin D
Attorney, Agent or Firm: Lorenz & Kopf, LLP
Claims
What is claimed is:
1. A power train for a vehicle including an engine, the power train
comprising: a variator assembly configured to receive rotational
power directly from the engine at a first input component of the
variator assembly; a first continuously variable power source
configured to receive rotational power from the engine and convert
the received rotational power to a different form; a second
continuously variable power source configured to receive the
converted power from the first continuously variable power source,
convert the received converted power to rotational power, and
provide rotational power to a second input component of the
variator assembly; and a control assembly with one or more output
components and a plurality of clutch devices, each clutch device
arranged between the one or more output components and at least one
of the variator assembly and the engine, the control assembly
configured to receive power from the variator assembly and the
engine and to transmit the received power to the one or more output
components via at least one of the plurality of clutch devices;
wherein, in a first state of the control assembly, the plurality of
clutch devices collectively provides direct transmission of power
from only the engine to the one or more output components without
transmission of power from the second continuously variable power
source; wherein, in a second state of the control assembly, the
plurality of clutch devices collectively transmits to the one or
more output components power that is received, via the variator
assembly, from both the engine and the second continuously variable
power source; wherein, in a third state of the control assembly,
the plurality of clutch devices collectively provides direct
transmission of power from only the second continuously variable
power source to the one or more output components without direct
transmission of power from the engine; wherein the plurality of
clutch devices includes a first clutch device receiving power
directly from the engine, a second clutch device receiving power,
via the variator assembly, from both the engine and the second
continuously variable power source, and a third clutch device
receiving power directly from the second continuously variable
power source; wherein, in the first state of the control assembly,
the first clutch device is engaged to transmit power from the
engine to the one or more output components, and the second clutch
device is disengaged to disconnect the variator assembly from the
one or more output components; wherein, in the second state of the
control assembly, the first clutch device is disengaged, and the
second clutch device is engaged to transmit power from the variator
assembly to the one or more output components; and wherein, in the
third state of the control assembly, the first and second clutch
devices are disengaged, and the third clutch device is engaged to
transmit power directly from the second continuously variable power
source to the one or more output components.
2. The power train of claim 1, wherein the one or more output
components is one or more shafts, and the first and second clutch
devices are mounted to the one or more shafts in the control
assembly that rotate in parallel with at least one of an output
shaft of the engine and an output shaft of the second continuously
variable power source.
3. The power train of claim 2, wherein the first and second clutch
devices are arranged on one of a single shaft of the one or more
shafts and a set of coaxial shafts of the one or more shafts.
4. The power train of claim 1, wherein at least one of the first,
second, and third clutches is mounted to a first shaft and at least
an other of the first, second, and third clutches is mounted to a
second shaft rotating in parallel with the first shaft.
5. The power train of claim 1, wherein the variator assembly
includes a planetary gear set with a planet carrier, a sun gear,
and a ring gear; and wherein the first input component includes one
of the planet carrier, the sun gear and the ring gear, and the
second input component includes an other of the planet carrier, the
sun gear and the ring gear of the planetary gear set.
6. The power train of claim 1, wherein the first continuously
variable power source receives rotational power from the engine in
series with the first input component of the variator assembly, the
first continuously variable power source being between the engine
and the variator assembly.
7. A vehicle with an engine, the vehicle comprising: a variator
assembly configured to receive rotational power directly from the
engine at a first input component of the variator assembly; a first
continuously variable power source configured to receive rotational
power from the engine and convert the received rotational power to
a different form; a second continuously variable power source
configured to receive the converted power from the first
continuously variable power source, convert the received converted
power to rotational power, and provide rotational power to a second
input component of the variator assembly; and a control assembly
with one or more output components and a plurality of clutch
devices, each clutch device arranged between the one or more output
component and at least one of the variator assembly and the engine,
the control assembly configured to receive power from the variator
assembly and the engine and to transmit the received power to the
one or more output components via at least one of the plurality of
clutch devices; wherein, in a first state of the control assembly,
the plurality of clutch devices collectively provides direct
transmission of power from only the engine to the one or more
output components without transmission of power from the second
continuously variable power source; wherein, in a second state of
the control assembly, the plurality of clutch devices collectively
transmits to the one or more output components power that is
received, via the variator assembly, from both the engine and the
second continuously variable power source; wherein, in a third
state of the control assembly, the plurality of clutch devices
collectively provides direct transmission of power from only the
second continuously variable power source to the one or more output
components without direct transmission of power from the engine;
wherein the plurality of clutch devices includes a first clutch
device receiving power directly from the engine, a second clutch
device receiving power, via the variator assembly, from both the
engine and the second continuously variable power source, and a
third clutch device receiving power directly from the second
continuously variable power source; wherein, in the first state of
the control assembly, the first clutch device is engaged to
transmit power from the engine to the one or more output
components, and the second clutch device is disengaged to
disconnect the variator assembly from the one or more output
components; wherein, in the second state of the control assembly,
the first clutch device is disengaged, and the second clutch device
is engaged to transmit power from the variator assembly to the one
or more output components; and wherein, in the third state of the
control assembly, the first and second clutch devices are
disengaged, and the third clutch device is engaged to transmit
power directly from the second continuously variable power source
to the one or more output components.
8. The vehicle of claim 7, wherein the first and second output
components is one or more shafts, and the first and second clutch
devices are mounted to the one or more shafts in the control
assembly that rotate in parallel with at least one of an output
shaft of the engine and an output shaft of the second continuously
variable power source.
9. The vehicle of claim 8, wherein the first and second clutch
devices are arranged on one of a single shaft of the one or more
shafts and a set of coaxial shafts of the one or more shafts.
10. The vehicle of claim 7, wherein at least one of the first,
second, and third clutches is mounted to a first shaft and at least
an other of the first, second, and third clutches is mounted to a
second shaft rotating in parallel with the first shaft.
11. The vehicle of claim 7, wherein the variator assembly includes
a planetary gear set with a planet carrier, a sun gear, and a ring
gear; and wherein the first input component includes one of the
planet carrier, the sun gear and the ring gear, and the second
input component includes an other of the planet carrier, the sun
gear and the ring gear of the planetary gear set.
12. The vehicle of claim 7, wherein the first continuously variable
power source receives rotational power from the engine in series
with the first input component of the variator assembly, the first
continuously variable power source being between the engine and the
variator assembly.
13. A power train for a vehicle including an engine, the power
train comprising: a variator assembly configured to receive
rotational power directly from the engine at a first input
component of the variator assembly; a first continuously variable
power source configured to receive rotational power from the engine
and convert the received rotational power to a different form; a
second continuously variable power source configured to receive the
converted power from the first continuously variable power source,
convert the received converted power to rotational power, and
provide rotational power to a second input component of the
variator assembly; and a control assembly having one or more output
components as one or more transmission shafts rotating in parallel
with at least one of an output shaft of the engine and an output
shaft of the second continuously variable power source, a first
clutch device in direct communication with the one or more output
components via the one or more transmission shafts, a second clutch
device in direct communication with the one or more output
components via the one or more transmission shafts, and a third
clutch device in direct communication with the one or more output
components via the one or more transmission shafts, the first
clutch device receiving power directly from the engine for
transmission to the one or more output components, the second
clutch device receiving power from the variator assembly for
transmission to the one or more output components, and the third
clutch device receiving power directly from the second continuously
variable power source; wherein, in a first state of the control
assembly, the first clutch device is engaged to transmit power from
only the engine to the one or more output components, and the
second clutch device is disengaged to disconnect the variator
assembly from the one or more output components to prevent
transmission of power from the second continuously variable power
source; wherein, in a second state of the control assembly, the
first clutch device is disengaged, and the second clutch device is
engaged to transmit power from both the engine and the second
continuously variable power source to the one or more output
components; and wherein, in a third state of the control assembly,
the first and second clutch devices are disengaged, and the third
clutch device is engaged to transmit power directly from only the
second continuously variable power source to the one or more output
components without direct transmission of power from the
engine.
14. The power train of claim 13, wherein the first and second
clutch devices are arranged on at least one of a single shaft of
the one or more transmission shafts and a set of coaxial shafts of
the one or more transmission shafts.
15. The power train of claim 13, wherein the first, second and
third clutch devices are arranged on at least one of a single shaft
of the one or more transmission shafts and a set of coaxial shafts
of the one or more transmission shafts.
Description
CROSS-REFERENCE TO RELATED APPLICATION(S)
Not applicable.
STATEMENT OF FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT
Not applicable.
FIELD OF THE DISCLOSURE
This disclosure relates to power trains, including power trains for
the operation of work vehicles for agricultural, forestry,
construction, and other applications.
BACKGROUND OF THE DISCLOSURE
It may be useful, in a variety of settings, to utilize both a
traditional engine (e.g., an internal combustion engine) and one or
more continuously variable power sources (e.g., an electric
motor/generator or hydraulic motor/pump, and so on) to provide
useful power. For example, a portion of engine power may be
diverted to drive a first continuously variable power source
("CVP") (e.g., a first electric motor/generator acting as a
generator, a first hydrostatic or hydrodynamic motor/pump acting as
a pump, and so on), which may in turn drive a second CVP (e.g., a
second electric motor/generator acting as a motor using electrical
power from the first electric motor/generator, a second hydrostatic
or hydrodynamic motor/pump acting as a motor using the hydraulic
power from the first hydrostatic or hydrodynamic motor/pump, and so
on).
In certain applications, power from both types of power sources
(i.e., an engine and a CVP) may be combined for delivery of useful
power (e.g., to drive a vehicle axle) via an infinitely variable
transmission ("IVT") or continuously variable transmission ("CVT").
This may be referred to as "split-mode" or "split-path mode"
because power transmission may be split between a direct mechanical
path from the engine and an infinitely/continuously variable path
through one or more CVPs. In other applications, in contrast,
useful power may be provided by a CVP but not by the engine (except
to the extent the engine drives the CVP). This may be referred to
as "CVP-only mode." Finally, in still other applications, useful
power may be provided by the engine (e.g., via various mechanical
transmission elements, such as shafts and gears), but not by a CVP.
This may be referred to as "mechanical-path mode." It will be
understood that torque converters and various similar devices may
sometimes be used in the mechanical-path mode. In this light, a
mechanical-path mode may be viewed simply as a power transmission
mode in which the engine, but not the CVPs, provides useful power
to a particular power sink.
SUMMARY OF THE DISCLOSURE
A power train and a vehicle for providing multiple transmission
modes are disclosed. According to one aspect of the disclosure, a
power train for a vehicle with an engine includes a variator
assembly and a control assembly with an output component and a
plurality of clutch devices arranged between the output component
and at least one of the variator assembly and the engine. A first
continuously variable power source ("CVP") may convert rotational
power received by the engine for transmission to a second CVP. The
variator assembly may receive power from the second CVP at a first
input and may receive rotational power directly from the engine at
a second input, in order to sum the power of the respective inputs.
In a first state of the control assembly, the plurality of clutch
devices may collectively provide direct power transmission between
the engine and the output component. In a second state of the
control assembly, the plurality of clutch devices may collectively
provide power transmission between the variator and the one or more
output components.
In certain embodiments, a first clutch device of the control
assembly may receive power directly from the engine and a second
clutch device of the control assembly may receive power, via the
variator assembly, from the engine and the second CVP. In the first
state of the control assembly, the first clutch device may be
engaged and the second clutch device may be disengaged. In the
second state of the control assembly, the first clutch device may
be disengaged and the second clutch device may be engaged.
In certain embodiments, a third clutch device of the control
assembly may receive power directly from the second CVP. In a third
state of the control assembly, the first and second clutch devices
may be disengaged and the third clutch device may be engaged, in
order to transmit power directly from the second CVP to the output
component of the control assembly.
In certain embodiments, two or more of the first, second and third
clutch devices may be mounted to a single shaft or to multiple
coaxial shafts. In certain embodiments, various coaxial, parallel
or other shafts may be utilized. The variator assembly may include
a planetary gear set including a sun gear, a ring gear and a planet
carrier. The second CVP may provide power to the sun gear and the
engine may provide power to the planet carrier.
The details of one or more implementations are set forth in the
accompanying drawings and the description below. Other features and
advantages will become apparent from the description, the drawings,
and the claims.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a side view of an example vehicle that may include a
multi-mode transmission according to the present disclosure;
FIG. 2 is a schematic view of an example power train of the example
vehicle of FIG. 1;
FIG. 3 is a schematic view of another example power train of the
example vehicle of FIG. 1;
FIG. 4 is a schematic view of yet another example power train of
the example vehicle of FIG. 1; and
FIG. 5 is a schematic view of still another example power train of
the example vehicle of FIG. 1.
Like reference symbols in the various drawings indicate like
elements.
DETAILED DESCRIPTION
The following describes one or more example embodiments of the
disclosed power train (or vehicle), as shown in the accompanying
figures of the drawings described briefly above. Various
modifications to the example embodiments may be contemplated by one
of skill in the art.
For convenience of notation, "component" may be used herein,
particularly in the context of a planetary gear set, to indicate an
element for transmission of power, such as a sun gear, a ring gear,
or a planet gear carrier. Further, references to a "continuously"
variable transmission, power train, or power source will be
understood to also encompass, in various embodiments,
configurations including an "infinitely" variable transmission,
power train, or power source.
In the discussion below, various example configurations of shafts,
gears, and other power transmission elements are described. It will
be understood that various alternative configurations may be
possible, within the spirit of this disclosure. For example,
various configurations may utilize multiple shafts in place of a
single shaft (or a single shaft in place of multiple shafts), may
interpose one or more idler gears between various shafts or gears
for the transmission of rotational power, and so on.
As used herein, "direct" or "directly" may be used to indicate
power transmission between two system elements without an
intervening conversion of the power to another form. For example,
power may be considered as "directly" transmitted by an engine to
an output component if the power is transferred via a number of
shafts, clutches, and gears (e.g., various spur, bevel, summing or
other gears) without being converted to a different form by a CVP
(e.g., without being converted to electrical or hydraulic power by
an electrical generator or a hydraulic pump). In certain
configurations, fluidic transfer of rotational power by a torque
converter may also be considered "direct."
In contrast, power may not be considered as "directly" transmitted
between two system elements if some portion of the power is
converted to another form during transmission. For example, power
may not be considered as "directly" transmitted between an engine
and an output component if a portion of the engine's power is
converted to a different form by a CVP, even if that portion is
later reconverted to rotational power (e.g., by another CVP) and
then recombined with the unconverted engine power (e.g., by a
summing planetary gear or other summing assembly).
Also as used herein, "between" may be used with reference to a
particular sequence or order of power transmission elements, rather
than with regard to physical orientation or placement of the
elements. For example, a clutch device may be considered as being
"between" an engine and an output component if power is routed to
the output component via the clutch device, whether or not the
engine and the output component are on physically opposite sides of
the clutch device.
In the use of continuously (or infinitely) variable power trains,
the relative efficiency of power transmission in various modes may
be of some concern. It will be understood, for example, that energy
losses may inhere in each step of using a first CVP to convert
rotational power from the engine into electrical or hydraulic
power, transmitting the converted power to a second CVP, and then
converting the transmitted power back to rotational power. In this
light, mechanical transmission of power directly from an engine
(i.e., in a mechanical-path transmission mode) may be viewed a
highly efficient mode of power transmission, whereas transmission
of power through a CVP (e.g., in a split-path transmission mode or
a CVP-only transmission mode) may be less efficient. Accordingly,
in certain circumstances it may be desirable to utilize
mechanical-path transmission mode rather than a split-path mode or
CVP-only mode. However, in other circumstances, the flexibility and
other advantages provided by use of CVPs may outweigh the inherent
energy losses of a split-path or CVP-only mode.
Among other advantages, the power trains disclosed herein may
usefully facilitate transition between split-path, mechanical-path,
and CVP-only modes for a vehicle or other powered platform. For
example, through appropriate arrangement and control of various
gear sets, shafts and clutches, the disclosed power train may allow
a vehicle to be easily transitioned between any of the three modes,
depending on the needs of a particular operation.
In certain embodiments of the contemplated power train, an engine
may provide power via various mechanical (or other) power
transmission elements (e.g., various shafts and gears, and so on)
to both a first input component of a variator (e.g., a planet
carrier of a summing planetary gear set) and an input interface
(e.g., a splined connection for a rotating shaft) of a first CVP.
The first CVP (e.g., an electrical or hydraulic machine) may
convert the power to a different form (e.g., electrical or
hydraulic power) for transmission to a second CVP (e.g., another
electrical or hydraulic machine), in order to allow the second CVP
to provide rotational power to a second input of the variator
(e.g., a sun gear of the summing planetary gear set).
A control assembly may be provided having at least a first and a
second clutch device in communication with one or more output
components (e.g., an input shaft to a power-shift transmission).
The clutch devices may be generally oriented between the output
components (and various power sinks of the vehicle, such as the
vehicle wheels, differential, power take-off shaft, and so on) and
one or more of the engine and the CVPs. In certain embodiments, the
first and second clutch devices may be mounted to a single shaft
(or set of coaxial shafts), which may rotate in parallel with the
various inputs to the variator (e.g., the various inputs to a
planetary gear set), the output shafts of the engine and CVPs, and
so on. In certain embodiments, the first and second clutches may be
mounted to different shafts, each of which may rotate in parallel
with the inputs to the variator.
The first clutch device of the control assembly may receive
rotational power directly from the engine. For example, the first
clutch device may engage a gear that is in communication an output
shaft of the engine (e.g., the same output shaft that drives the
first input component of the variator) through one or more geared
connections. As such, the first clutch device may provide a
controllable power transmission path for direct power transmission
from the engine to the output of the control assembly.
The second clutch device of the control assembly may receive
rotational power from an output component of the variator (e.g., a
ring gear of the planetary gear set). For example, the second
clutch device may engage a gear that is in communication with the
output component of the variator through one or more geared
connections. As such, the second clutch device may provide a
controllable power transmission path for power transmission from
both the engine and the second CVP, via the variator, to the output
of the control assembly.
With the configuration generally described above (and others),
engaging the first clutch device and disengaging the second clutch
device may place the power train into a mechanical-path mode,
causing power to flow directly from the engine through the first
clutch device and the control assembly to an output of the control
assembly. In certain embodiments, such output may be, or may engage
with, an input of an additional power train component (e.g., the
input of a power-shift or other transmission). Similarly, engaging
the second clutch device and disengaging the first clutch device
may place the power train into a split-path mode, with power from
the engine and the second CVP (as powered by the engine via the
first CVP) being summed by the variator before flowing through the
second clutch device and the control assembly to the control
assembly output.
In certain embodiments, a third clutch device may also be included
in the control assembly between the output components of the
control assembly and one or more of the engine and the CVPs. In
certain embodiments, the third clutch device may be mounted to the
same shaft (or set of coaxial shafts) as the first and second
clutch devices. In certain embodiments, the third clutch device may
be mounted to different shafts from one or both of the first and
second clutch devices (e.g., a different, parallel shaft).
The third clutch device may receive rotational power directly from
the second CVP. For example, the third clutch device may engage a
gear in communication with an output shaft of the second CVP (e.g.,
the same output shaft that drives the second input component of the
variator) through one or more geared connections. As such, engaging
the third clutch device and disengaging the first and second clutch
devices may place the power train into a CVP-only mode, with power
flowing directly from the second CVP through the third clutch
device and the control assembly to an output (e.g., the input of a
power-shift or other transmission). In such a configuration, the
third clutch device may then be disengaged for the mechanical-path
and split-path modes described above.
As will become apparent from the discussion herein, the disclosed
power train may be used advantageously in a variety of settings and
with a variety of machinery. For example, referring now to FIG. 1,
an example of the disclosed power trains may be included in a
vehicle 10. In FIG. 1, the vehicle 10 is depicted as a tractor with
a power. train 12. It will be understood, however, that other
configurations may be possible, including configurations with
vehicle 10 as a different kind of tractor, a harvester, a log
skidder, a grader, or one of various other work vehicle types. It
will further be understood that the disclosed power trains may also
be used in non-work vehicles and non-vehicle applications (e.g.,
fixed-location power installations).
Referring also to FIG. 2, an example configuration of the power
train 12 is depicted as a power train 12a. The power train 12a may
include an engine 20, which may be an internal combustion engine of
various known configurations. The power train 12a may also include
a CVP 30 (e.g., an electrical generator or hydraulic pump) and a
CVP 34 (e.g., an electrical or hydraulic motor, respectively),
which may be connected by a conduit 32 (e.g., an electrical or
hydraulic conduit, respectively).
The engine 20 may provide rotational power to an output shaft 22,
for transmission to various power sinks (e.g., wheels, power
take-off ("PTO") shafts, and so on) of the vehicle 10. In certain
embodiments, a torque converter or other device may be included
between the engine 20 and the shaft 22 (or another shaft (not
shown)), although such a device is not necessary for the operation
of the power train 12a, as contemplated by this disclosure.
Further, in certain embodiments, multiple shafts (not shown),
including various shafts interconnected by various gears or other
power transmission devices, or equivalent power transmission
devices (e.g., chains, belts, and so on) may be used in place of
the shaft 22 (or various other shafts discussed herein).
The engine 20 may also provide rotational power to the CVP 30. For
example, the engine output shaft 22 may be configured to provide
rotational power to a gear 24, or another power transmission
component (not shown), for transmission of power from the engine 20
to a gear 26 on a parallel shaft. In turn, the gear 26 (via the
parallel shaft) may provide rotational power to the CVP 30.
Continuing, the CVP 30 may convert the received power to an
alternate form (e.g., electrical or hydraulic power) for
transmission over the conduit 32. This converted and transmitted
power may be received by the CVP 34 and then re-converted by the
CVP 34 to provide a rotational power output (e.g., along an output
shaft 36). Various known control devices (not shown) may be
provided to regulate such conversion, transmission, re-conversion
and so on.
Both the engine 20 and the CVP 34 may provide rotational power to a
variator 40 via, respectively, the shafts 22 and 36 (or various
similar components). Generally, the variator 40 may include a
variety of devices capable of summing the mechanical inputs from
the shafts 22 and 36 for a combined mechanical output, as may be
useful, for example, for split-path power transmission. In certain
embodiments, as depicted in FIG. 2, the variator 40 may be
configured as a summing planetary gear set. As depicted, the shaft
22 may provide power to a planet carrier 44, the shaft 36 may
provide power to a sun gear 42, and planet gears 46 may transmit
power from both the planet carrier 44 and the sun gear 42 to a ring
gear 48. This may be a useful configuration because the CVP 34 may
more efficiently operate at higher rotational speeds than the
engine 20, which may be complimented by the speed reduction from
the sun gear 42 to the planet carrier 44. It will be understood,
however, that other configurations may be possible, with the engine
20 providing rotational power to any of the sun gear 42, the planet
carrier 44, and the ring gear 48, the CVP 34 providing rotational
power, respectively, to any other of the sun gear 42, the planet
carrier 44, and the ring gear 48, and the remaining one of the sun
gear 42, the planet carrier 44, and the ring gear 48.
To control transition between various transmission modes, a control
assembly 56 may be configured to receive power one or more of
directly from the engine 20, from the engine 20 and the CVP 34 via
the variator 40, and directly from the CVP 34, and to transmit the
received power to various downstream components. In the power train
12a, for example, the control assembly 56 may include a single
output shaft (or set of coaxial output shafts) 58 or various other
output components, which may be in communication with various power
sinks or other downstream components (not shown) of the vehicle 10,
such as various vehicle wheels, one or more differentials, a
power-shift or other transmission, and so on. The shaft(s) 58 may
also be in communication with (e.g., may be engaged with) clutch
devices 62 and 64, which may be variously configured as wet
clutches, dry clutches, dog collar clutches, or other similar
devices mounted to the shaft(s) 58.
The clutch device 62 may be in communication with a gear 68, which
may be meshed (directly or indirectly) with the gear 24 on the
engine output shaft 22. Accordingly, when the clutch device 62 is
engaged, a power-transmission path may be provided from the engine
20 to the shaft(s) 58, via the gears 24 and 68 and the clutch
device 62. (As depicted, the gear 24 may transmit power from the
shaft 22 to both the CVP 30 and the gear 68. It will be understood,
however, that separate gears (not shown) may separately transmit
power, respectively, from the engine 20 to the gears 26 and
68.)
Similarly, the clutch device 64 may be in communication with a gear
70, which may be meshed (directly or indirectly) with the ring gear
48 (or another output component) of the variator 40. Accordingly,
when the clutch device 64 is engaged, a power-transmission path may
be provided from the variator 40 to the shaft(s) 58, via the gear
70 and the clutch device 64.
In this way, for example, engaging the clutch device 62 and
disengaging the clutch device 64 may place the power train 12a in a
mechanical-path mode, in which rotational power is directly
transmitted from the engine 20, via the clutch device 62, to the
shaft(s) 58. Further, engaging the clutch device 64 and disengaging
the clutch device 62 may place the power train 12a in a split-path
mode, in which power from both the engine 20 and the CVP 34 is
combined in the variator 40 before being transmitted, via the
clutch device 64, to the shaft(s) 58.
Referring also to FIG. 3, another example power train 12b is
depicted. The power train 12b may include an engine 120, which may
be an internal combustion engine of various known configurations.
The power train 12b may also include a CVP 130 (e.g., an electrical
generator or hydraulic pump) and a CVP 134 (e.g., an electrical or
hydraulic motor, respectively), which may be connected by a conduit
132 (e.g., an electrical or hydraulic conduit, respectively).
The engine 120 may provide rotational power to an output shaft 122,
for transmission to various power sinks (e.g., wheels, PTO shafts,
and so on) of the vehicle 10. In certain embodiments, a torque
converter or other device may be included between the engine 120
and the shaft 122 (or another shaft (not shown)), although such a
device is not necessary for the operation of the power train 12b,
as contemplated by this disclosure. Further, in certain
embodiments, multiple shafts (not shown), including various shafts
interconnected by various gears or other power transmission
devices, or equivalent power transmission devices (e.g., chains,
belts, and so on) may be used in place of the shaft 122 (or various
other shafts discussed herein).
The shaft 122 may be configured to provide rotational power to a
gear 124, or another power transmission component (not shown), for
transmission of power from the engine 120 to a gear 126. In turn,
the gear 126 may provide rotational power to the CVP 130, for
conversion to an alternate form (e.g., electrical or hydraulic
power) for transmission over the conduit 132. This converted and
transmitted power may then be re-converted by the CVP 134 for
mechanical output along an output shaft 136. Various known control
devices (not shown) may be provided to regulate such conversion,
transmission, re-conversion and so on. In certain embodiments, the
shaft 136 may be in communication with a spur gear 138 (or other
similar component).
Both the engine 120 and the CVP 134 may provide rotational power to
a variator 140 via, respectively, the shafts 122 and 136.
Generally, the variator 140 may include a variety of devices
capable of summing the mechanical inputs from the shafts 122 and
136 for a combined mechanical output, as may be useful, for
example, for split-path power transmission. In certain embodiments,
as depicted in FIG. 3, the variator 140 may be configured as a
summing planetary gear set. As depicted, the shaft 122 may provide
power to a planet carrier 144, the shaft 136 may provide power to a
sun gear 142, and planet gears 146 may transmit power from both the
planet carrier 144 and the sun gear 142 to a ring gear 148. This
may be a useful configuration because the CVP 134 may more
efficiently operate at higher rotational speeds than the engine
120, which may be complimented by the speed reduction from the sun
gear 142 to the planet carrier 144. It will be understood, however,
that other configurations may be possible, with the engine 120
providing rotational power to any of the sun gear 142, the planet
carrier 144, and the ring gear 148, the CVP 134 providing
rotational power, respectively, to any other of the sun gear 142,
the planet carrier 144, and the ring gear 148, and the remaining
one of the sun gear 142, the planet carrier 144, and the ring gear
148.
To control transition between various transmission modes, a control
assembly 156 may be configured to receive power one or more of
directly from the engine 120, from the engine 120 and the CVP 134
via the variator 140, and directly from the CVP 134, and to
transmit the received power to various downstream components. In
the power train 12b, for example, the control assembly 156 may
include a single shaft (or set of coaxial shafts) 158, which may be
in communication with various power sinks or other downstream
components (not shown) of the vehicle 10, such as various vehicle
wheels, one or more differentials, a power-shift or other
transmission, and so on. The shaft(s) 158 may also be in
communication with (e.g., may be engaged with) clutch devices 162,
164 and 166, which may be variously configured as wet clutches, dry
clutches, dog collar clutches, or other similar devices mounted to
the shaft(s) 158.
The clutch device 162 may be in communication with a gear 168,
which may be meshed (directly or indirectly) with the gear 124 on
the engine output shaft 122. Accordingly, when the clutch device
162 is engaged, a power-transmission path may be provided from the
engine 120 to the shaft(s) 158, via the gears 124 and 168 and the
clutch device 162. (As depicted, the gear 124 may transmit power
from the shaft 122 to both the CVP 130 and the gear 168. It will be
understood, however, that separate gears (not shown) may separately
transmit power, respectively, from the engine 120 to the gears 126
and 168.)
Similarly, the clutch device 164 may be in communication with a
gear 170, which may be meshed (directly or indirectly) with the
ring gear 148 (or another output component) of the variator 140.
Accordingly, when the clutch device 164 is engaged, a
power-transmission path may be provided from the variator 140 to
the shaft(s) 158, via the gear 170 and the clutch device 164.
Finally, the clutch device 166 may be in communication with a gear
170, which may be meshed (directly or indirectly) with the gear 138
on the output shaft 136 of the CVP 134. Accordingly, when the
clutch device 166 is engaged, a power-transmission path may be
provided from the CVP 134 to the shaft(s) 158, via the gears 138
and 172 and the clutch device 166.
In this way, for example, engaging the clutch device 162 and
disengaging the clutches 164 and 166 may place the power train 12b
in a mechanical-path mode, in which rotational power is directly
transmitted from the engine 120, via the clutch device 162, to the
shaft(s) 158. Further, engaging the clutch device 164 and
disengaging the clutches 162 and 166 may place the power train 12b
in a split-path mode, in which power from both the engine 120 and
the CVP 134 is combined in the variator 140 before being
transmitted, via the clutch device 164, to the shaft(s) 158.
Finally, engaging the clutch device 166 and disengaging the
clutches 162 and 164 may place the power train 12b in a CVP-only
mode, in which rotational power is directly transmitted from the
CVP 134, via the clutch device 166, to the shaft(s) 158.
Referring also to FIG. 4, another example power train 12c is
depicted. The power train 12c may include an engine 220, which may
be an internal combustion engine of various known configurations.
The power train 12c may also include a CVP 230 (e.g., an electrical
generator or hydraulic pump) and a CVP 234 (e.g., an electrical or
hydraulic motor, respectively), which may be connected by a conduit
232 (e.g., an electrical or hydraulic conduit, respectively).
The engine 220 may provide rotational power to an output shaft 222,
for transmission to various power sinks (e.g., wheels, PTO shafts,
and so on) of the vehicle 10. In certain embodiments, a torque
converter or other device may be included between the engine 220
and the shaft 222 (or another shaft (not shown)), although such a
device is not necessary for the operation of the power train 12c,
as contemplated by this disclosure. Further, in certain
embodiments, multiple shafts (not shown), including various shafts
interconnected by various gears or other power transmission
devices, or equivalent power transmission devices (e.g., chains,
belts, and so on) may be used in place of the shaft 222 (or various
other shafts discussed herein).
The shaft 222 may be configured to provide rotational power to a
gear 224, or another power transmission component (not shown), for
transmission of power from the engine 220 to a gear 226. In turn,
the gear 226 may provide rotational power to the CVP 230, for
conversion to an alternate form (e.g., electrical or hydraulic
power) for transmission over the conduit 232. This converted and
transmitted power may then be re-converted by the CVP 234 for
mechanical output along an output shaft 236. Various known control
devices (not shown) may be provided to regulate such conversion,
transmission, re-conversion and so on. In certain embodiments, the
shaft 236 may be in communication with a spur gear 138 (or other
similar component).
Both the engine 220 and the CVP 234 may provide rotational power to
a variator 240 via, respectively, the shafts 222 and 236.
Generally, the variator 240 may include a variety of devices
capable of summing the mechanical inputs from the shafts 222 and
236 for a combined mechanical output, as may be useful, for
example, for split-path power transmission. In certain embodiments,
as depicted in FIG. 4, the variator 240 may be configured as a
summing planetary gear set. As depicted, the shaft 222 may provide
power to a planet carrier 244, the shaft 236 may provide power a to
sun gear 242, and planet gears 246 may transmit power from both the
planet carrier 244 and the sun gear 242 to a ring gear 248. This
may be a useful configuration because the CVP 234 may more
efficiently operate at higher rotational speeds than the engine
220, which may be complimented by the speed reduction from the sun
gear 242 to the planet carrier 244. It will be understood, however,
that other configurations may be possible, with the engine 220
providing rotational power to any of the sun gear 242, the planet
carrier 244, and the ring gear 248, the CVP 234 providing
rotational power, respectively, to any other of the sun gear 242,
the planet carrier 244, and the ring gear 248, and the remaining
one of the sun gear 242, the planet carrier 244, and the ring gear
248.
To control transition between various transmission modes, a control
assembly 256 may be configured to receive power one or more of
directly from the engine 220, from the engine 220 and the CVP 234
via the variator 240, and directly from the CVP 234, and to
transmit the received power to various downstream components. In
the power train 12c, for example, the control assembly 256 may
include a single shaft (or set of coaxial shafts) 258 and shaft
260, which may each be in communication with various power sinks or
other downstream components (not shown) of the vehicle 10, such as
various vehicle wheels, one or more differentials, a power-shift or
other transmission, and so on. The shaft(s) 258 may be in
communication with (e.g., may be engaged with) clutch devices 262
and 266, which may be variously configured as wet clutches, dry
clutches, dog collar clutches, or other similar devices mounted to
the shaft(s) 258. Similarly, the shaft 260 may be in communication
with (e.g., may be engaged with) a clutch device 264, which may
also be configured as a wet clutch, dry clutch dog collar clutch,
or other similar device mounted to the shaft 260. It will be
understood that other configurations may be possible, including
configurations with different combinations of the clutch devices
262, 264 and 266 engaged with the shafts 258 and 260, or with
additional shaft(s) (not shown) for engaging one or more of the
clutch devices 262, 264, and 266.
The clutch device 262 may be in communication with a gear 268,
which may be meshed (directly or indirectly) with the gear 224 on
the engine output shaft 222. Accordingly, when the clutch device
262 is engaged, a power-transmission path may be provided from the
engine 220 to the shaft(s) 258, via the gears 224 and 268 and the
clutch device 262. (As depicted, the gear 224 may transmit power
from the shaft 222 to both the CVP 230 and the gear 268. It will be
understood, however, that separate gears (not shown) may separately
transmit power, respectively, from the engine 220 to the gears 226
and 268.)
Similarly, the clutch device 264 may be in communication with a
gear 270, which may be meshed (directly or indirectly) with the
ring gear 248 (or another output component) of the variator 240.
Accordingly, when the clutch device 264 is engaged, a
power-transmission path may be provided from the variator 240 to
the shaft(s) 258, via the gear 270 and the clutch device 264.
Finally, the clutch device 266 may be in communication with a gear
270, which may be meshed (directly or indirectly) with the gear 138
on the output shaft 236 of the CVP 234. Accordingly, when the
clutch device 266 is engaged, a power-transmission path may be
provided from the CVP 234 to the shaft(s) 258, via the gears 138
and 272 and the clutch device 266.
In this way, for example, engaging the clutch device 262 and
disengaging the clutches 264 and 266 may place the power train 12c
in a mechanical-path mode, in which rotational power is directly
transmitted from the engine 220, via the clutch device 262, to the
shaft(s) 258. Further, engaging the clutch device 264 and
disengaging the clutches 262 and 266 may place the power train 12c
in a split-path mode, in which power from both the engine 220 and
the CVP 234 is combined in the variator 240 before being
transmitted, via the clutch device 264, to the shaft(s) 258.
Finally, engaging the clutch device 266 and disengaging the
clutches 262 and 264 may place the power train 12c in a CVP-only
mode, in which rotational power is directly transmitted from the
CVP 234, via the clutch device 266, to the shaft(s) 258.
Various other configurations may also be possible. For example, in
certain embodiments (including embodiments similar to the examples
presented above), a first CVP may be provided in series with an
engine and a variator. Referring also to FIG. 5, for example, a
power train 12d may be generally similar to the power train 12c of
FIG. 4. In the power train 12d, however, a CVP 230a may be provided
between the engine 220 and the variator 240, such that the engine
220 provides power to the CVP 230a and the variator 240 in
series.
As noted above, in certain embodiments, multiple parallel (or
other) shafts, including parallel and non-coaxial shafts, may be
utilized for various functionality of the disclosed power train. As
depicted in FIG. 4, for example, the various clutch devices 262,
264 and 266 of the control assembly 256 may be arranged on multiple
parallel and non-coaxial shafts 258 and 260. Rotational power
transmitted, respectively, to the shafts 258 and 260 may be
utilized for distinct functionality, or may be recombined in
various known ways (e.g., through another summing planetary gear
set). Other configurations may also be possible, including
configurations with a different number or arrangement of the
various shafts.
In certain embodiments, various other configurations of the clutch
devices 262, 264 and 266, with respect to the various associated
shafts, may alternatively (or additionally) be utilized. For
example, if the shaft 260 is in communication with a PTO shaft of
the vehicle 10 and the CVP-only mode is expected to be utilized
mainly for PTO operations, the clutch devices 262 and 264 may be
mounted to the shaft 258 and the clutch device 266 may be mounted
to the shaft 260. In certain embodiments, various of the clutch
devices 62, 64, 162, 164 and 166 of FIGS. 2 and 3 (or various other
clutch devices (not shown)) may also be mounted to various
different parallel (or other) shafts.
The clutch devices of the control assemblies 56, 156, 256 (or other
control assemblies) may be controlled by actuators of known
configuration (not shown). These actuators, in turn, may be
controlled by a transmission control unit ("TCU") (not shown),
which may receive various inputs from various sensors or devices
(not shown) via a CAN bus (not shown) of the vehicle 10. In certain
embodiments, the various control assemblies may, for example, be
controlled in accordance with programmed or hard-wired shift
control logic contained in or executed by a TCU.
Similarly, the various CVPs contemplated by this disclosure (e.g.,
CVPs 30, 32, 130, 132, 230, 232, and 230a) may be controlled by
various known means. For example, a TCU or other controller may
control the output speed (or other characteristics) of a CVP based
upon various inputs from various sensors or other controllers,
various programmed or hard-wired control strategies, and so on.
Transmission of converted power between CVPs (e.g., between the
CVPs 30 and 32) and various intermediary devices, such as batteries
or other energy storage devices (not shown) may also be similarly
controlled.
In certain embodiments, additional gear sets (e.g., a set of range
gears) may be interposed between the depicted components of the
power trains 12 and various power sinks of the vehicle 10 (e.g., a
differential or PTO shaft (not shown)). For example, a transmission
of various configurations (e.g., multi-speed range transmission
such as a wet-clutch range box with power shifting ability, or a
power-shift range box with various synchronizers) may be provided
downstream of the various clutch devices 62, 64, 162, 164, 166,
262, 264, 266 and so on, for further adjustment of speed and torque
to power various vehicle power sinks.
In certain embodiments, the disclosed variators (e.g., the
variators 40, 140, and 240) may generally provide infinitely
variable control within a particular gear range (e.g., of a
downstream power-shift transmission). Accordingly, the disclosed
variators may be utilized to usefully address transient speed
responses in a relevant vehicle or other platform (e.g., due to
shifting between gears, changes in ground speed and so on), a
traditional engine may be utilized to usefully address any
transient torque requirements (e.g., due to changes in vehicle
load), and the relevant control assembly may switch between
transmission modes as appropriate.
In certain embodiments, the disclosed system may allow for
relatively simple customization of various vehicle (or other)
platforms. For example, a standard engine, a standard variator and
standard control assembly components may be provided for a variety
of vehicle platforms, with the needs of any particular platform
being addressed through the inclusion of a particular transmission
downstream of the control assembly (and through other
customizations, as appropriate).
The terminology used herein is for the purpose of describing
particular embodiments only and is not intended to be limiting of
the disclosure. As used herein, the singular forms "a", "an" and
"the" are intended to include the plural forms as well, unless the
context clearly indicates otherwise. It will be further understood
that any use of the terms "comprises" and/or "comprising" in this
specification specifies the presence of stated features, integers,
steps, operations, elements, and/or components, but do not preclude
the presence or addition of one or more other features, integers,
steps, operations, elements, components, and/or groups thereof.
The description of the present disclosure has been presented for
purposes of illustration and description, but is not intended to be
exhaustive or limited to the disclosure in the form disclosed. Many
modifications and variations will be apparent to those of ordinary
skill in the art without departing from the scope and spirit of the
disclosure. Explicitly referenced embodiments herein were chosen
and described in order to best explain the principles of the
disclosure and their practical application, and to enable others of
ordinary skill in the art to understand the disclosure and
recognize many alternatives, modifications, and variations on the
described example(s). Accordingly, various other implementations
are within the scope of the following claims.
* * * * *